Transmission



R. LAPSLEY TRANSMISSION sept.' 16, 1941.

Filed Feb. 19, 1940 2 Sheets-Sheet l M5 WMM @L ,U y m EW W m. m,\ www@ ATTORNEY.

Sept. 16, 1941. l R LAPsLEY TRANSMISSION- 2 Sheets-Sheet 2 Filed Feb. 19, 1940 ATTORNEY.

W. S M. I WM.. w mm, NN uw. 1 nu Q@ l @m L Nv@ NN JU um., m@ n f WM.. Il llll I? S Nm L o u@ n@ n@ H l Y l QQIIQQ B Qm. QW f mm mm, r Q @N am, um uw n@ (QN. @w RN Nh, sb. QQ @N QH. m@ @Mums .Tl 1w Il. N...) i N N,

Patented Sept. 16, 1941 TRANSMISSION Robert Lapsley, Berrien Springs, Mich., assigner to Clark Equipment Company, Buchanan,

. Mich., a corporation of Michigan Application February 19, 1940, Serialy No. 319,661

14 Claims.

This invention relates to transmissions, and more particularly is directed to a transmission of the synchromesh type for facilitating the selective speed changes therein.

It is one of the primary objects of the present invention to provide a four-speed transmission in which synchromesh gear shifting is available in all but the low speed and reverse.

Another object of the present invention is to Vprovide a low speed gear on the transmission main shaft having an extended hub portion and internal clutch teeth adapted to carry synchronizing means whereby this gear can also be used for clutching the second speedgear to the transmission main shaft after the two gears have `been brought into synchronism.

A further object of the present invention is to provide a construction wherein suitable detent means is provided for insuring synchronizing of the two gears prior to clutching of the Referring now in detail to the drawings, the transmission case or housing is indicated generally at and has mounted on the upper flanged edge 6 thereof the cap or pedestal -housing 'I in which are mounted the shift rails and selective -control mechanism (not shown). Extending into the forward end of the housing 5 and joumalled in the bearings 8 is a clutch shaft or power shaft .9 having 'the enlarged end I0 which is axially recessed to receive .the roller bearings I2 piloting the stud end I3 of the main transsame together with suitable means for'insuring f release of the detent means prior to. release of the synchronizer sleeve from its mating' friction surface. In connection with this last feature, the invention includes means for maintaining the synchronizer sleeve in engagement with the friction surface upon initial movement of the first speed gear out of clutching engagement to insure proper positioning of the synchronizer sleeve relative to this gear before it is released.

A still further object of the present invention is the provision of means for blocking the engagement of the two gears until synchronism therebetween is effected, this being accomplished,

by the spline formation on the first speed gear.

Other objects and advantages of the present invention will appear more fully from the following detailed description which, taken in conjunction with the accompanying drawings, will disclose to those skilled in the art the particular construction and operation of a preferred form of the present invention.

In the drawings:

Figure 1 is a sectional view through a transmission embodying the invention;

Figure 2 is an enlarged detail view of the synchronizing means when in clutch-engaged position;

Figure 3 is a corresponding view of the synchronizing means in inoperative position;

Figure 4 is a sectional view taken substantially on line vI--li of Figure 3; and

Figure 5 is a diagrammatic view showing the blocking action produced in the present synchronizing mechanism.

mission shaft Il therein. The external portion of the end I0 of the shaft is provided with the gear teeth I5 which are in constant meshing engagement with the teeth, o'f a gear I6 keyed as indicated atall to a countershaft I9. Adjacent the end vof the shaft 9, there is provided internal clutch teeth I9 adapted to be engaged by the clutch sleeve 20 splined onto -the shaft I4 for directly clutching the shafts 9 and Il in direct driving connection. A suitable synchronizer sleeve 22 is provided for engagement with the bevelled surface of the gear teethjli,

and resiliently engagedby the wire springs 23 carried by the shifting yoke 24. The details of v this synchronizer construction are described in detail in the copending application of Leo A. Bixby and myself, Serial No. 298,391, filed October 7, 1939. l f

Mounted upon suitable bearings 25 carried by the shaft I4 is a gear 26 also having internal clutch teeth adapted to be engaged by the sleeve 20 whereby the gear 2 6 can be clutched for conjoint rotation with the shaft IH. The gear 28 is in constant meshing engagement with a gear 2l keyed as at 28 to the countershaft I8. A suitable spacing sleeve 29 is provided between gears i6 and 2l. This construction, with the exception Yof the details of the synchronizing mechanism 22, is more or less conventional, and it is not believed that it needs any further description.

The shaft It is provided with an enlarged portion vtil) upon which is rotatably mounted the gear 32 by means of the bearings 39. This gear 32 is in constant meshing engagement with the gear 3d' formed integral with the countershaft I8. and is driven thereby at all times that the coun- Vtershaft I8 is rotating, it being apparent that the countershaft isdriven at all times by means of its direct driving connection with the power shaft 9.

The gear 32 is provided with spaced passageways 35 which extend angularly in both a radial and axial direction and open in the enlarged cup portions 96 formed in the face of the gear 32 at a pending application of Carl L. Bixby, Serial No.-

333,507, filed May 6, 1940 to which reference should be made.

The gear 32 adjacent its periphery is provided with an axially extended portion 36 which ,is suitably recessed to receive the conical friction member 39 pressed therein and defining with the counterbored portion 46, shown in Figures 2 and 4, an 'annular -recess adapted to receive the sinuous wire spring 42 which has portions thereof disposed entirely within the recess and other portions thereof, as indicated at 43, projecting radially inwardly of the recess.

The gear 32 is also provided with an' axially extended hub portion 45 carrying external clutch teeth 46. The gear is held against `axial movement on the shaft portion 36 by abutment against the shoulder between the portion 36 and the splined portion 41, and at its opposite end by engagement against the hub of gear 26 .which in turn is locked through lany suitable locking means. such as indicated at 48 on the shaft I6.-

Carried on the splined portion 41 of the shaft i 4 and axially slidable thereon is a gear 56 having the shifting collar portion 52 formed therein adapted to be engaged by a suitable shift fork for effecting axial movement of the gear 56. When the gear 56 is moved into the position shown in Figure 3, it is adapted to have meshing engagement with a countershaft gear 53 formed integral with the countershaft I8 adjacent the rear end thereof. The countershaft is journalied in suitable bearings 54 at its rear end and in a roller bearing assembly 55 at its forward end, this arrangement being similar to that described in my Patent No. 1,992,898, issued February 26, 1935. l

When the gear 56 is in engagement with the gear 53 and the clutch 26 is in neutral position, low speed drive through the transmission'is effected, the shaft I4 having the outwardly extending rear end 56 by means of which connection can be made to any suitable driving means. Second speed drive is effected by clutching the gear 32 to the shaft I4 whereby this gear is driven from the gear 34 on the countershaft, and in turn, drives the shaft ldvthrough'this particular ratio. Third speed gear is eiected by shifting the clutch 26 into engagement with'the clutch teeth on the gear 26, thereby clutching this gear flange portion 66 provided on its external surface with axially alined narrow and wide splines 6I and 62 spaced apart by an annular cut away portion 59. At suitable circumferentially spaced points intermediate the splines 6I and 62 the flange 66 is provided lwith radial passageways within which are disposed the springs 63 and the ball detents 64. The springs are retained in position within the recesses by the. sleeve 65 pressed into the inner boss of the flange 66`whereby they normally urge the ball detents outwardly of the openings. The detents are restrained against outward movement by the rear ends of splines on the synchronizer sleeve 16 limiting the outto the shaft I4 for drive from the countershaft i gear 21, and fourth or direct drive is effected by chronous rotation with the gear 56 prior to engagement of the clutch teeth 51 with the clutch teeth-46 of this gear. For this purpose, the gear 56 is provided with the axially extending annular ward movement of the balls 64, the splines being cut away at these points to a form generally conforming to the surface of the balls for this purpose, while the remaining sleeve splines have conventional end surfaces.

Adjacent the forward end of the splines 6I there is provided an annular groove or relief 66, shown more in detail in Figures 2 and 3 within which is disposed the ring 61 for a purpose to be hereinafter described. 'Mounted on the splines 62 is a synchronizer sleeve 16 which has the internal splines 12 normally mating with the splines 6I and having clearance therewith providing limited circumferential movement of the sleeve with respect to the gear 56 during initial shifting movement.

The sleeve 16 is provided with a tapered external surface adapted to have friction engagement with the 'tapered surface of the friction ring 39 and provided adjacent fthe smaller end thereof with an annular groove or recess 13. This' recess is terminated by the rounded shoulder portion 14.

As'the gear 561s moved toward the gear 32, the tapered shoulder portion 14 of the sleeve 16 engages the inwardly extending portions 43 of the spring 42 carried by 'the gear .32, and radially spreads these portions to move therepast, the spring portion 43 then springing into the recess 13. As the sleeve 16 comes into frictional engagement with the ring 39. the pressure of balls 64 on the rear ends of splines 12 produces relative rotation of the sleeve 16 with respect to extension 60, causing the rear ends of the intermediate splines 12 to engage the corners of the wider splines 62. This blocks relative axial movement between sleeve 16 and extension 66, and the pressure of the balls 64 maintains the sleeve rotated into blocking position, as seen in Figure 5. If desired, the corners 1I may bel beveled or chamfered for this purpose. As long as the gears 32 and 56 are out of synchronism, the pressure of the springs 63 and the corner engagement at 1I is sufficient to hold the sleeve in its rotated position. This blocks further inward movement of gear 56 until the two gears are in synchronism, when the blocking action is released and splines 12 are free to move between splines 62. This allows the clutch teeth 51 rto engage with clutch teeth 46 to positively lock the two gears for conjoint rotation, without any danger of clashing of these clutch teeth.

The mechanism is then in the position shown in Figure 2 with the splines 12 of the sleeve 16 moved rearwardly over the balls 64 and into engagement between the wider splines 62, retaining these balls in depressed position within the radial passageways lin the extension 66. When u're 1, the rear ends of the.` spline 'I2 have been moved forwardly out of splines Bisothat the balls 64 canjmove out to the position shown in Figure 3. This relative movement between the gear Eiland the sleeve lll is provided by the spring 42 holding the sleeve l0 against rearward movement as the'gear 50 is initially moved out of engagement.

When the gear 50 has been moved into this position, as shown in Figure 1, the front ends 'IB of the splinesl2 engage the ring 6l preventing further relative axial movement between the sleeve 'lll and the extension 6B. Continued movement of the gear 50 in the clutch 'releasing direction causes the shoulder 14 to again spread the spring 42, releasing the sleeve from engagement and allowing the entire assembly to move to the right, as shown in Figure 3, whereby the gear 50 moves into meshing .engagement with the gear 53 to provide for low speed drive. -The gear 50 is adapted to have a neutral position substantially as shown in Figure 1 in which the sleeve 10 is disposed closely adjacent the ring 39 but has not been pressed into full fric tional engagement therewith. r

It will be apparent that with this construction,

Ythe ball detents 64 insure the sleeve being pressed gaging clutch teeth 48 and 5 1 #to move into meshing engagement.

The ring 61 is provided for insuring withdrawal of the sleeve 10 from within the annular recess in the gear 32 when the gear 50 is moved into meshing engagement with the gear 53, this ring being such that it will hold the forward edges of 'the spline 'l2 against movement and cause the shoulder portion 14 of the sleeve to spread the ring 42 for allowing this withdrawal.

.It will be noted that the recess 13 in the sleeve 10 is of an axial extent appreciably greater than the diameter of 'the ring 42, thereby allowing suihcient relative movement between the sleeve 10 and the ring 39 to insure proper frictional engagement therebetween. This lost motion is also desired to insure that the interengaging clutch teeth 46 and 51 will move out of engagement before the sleeve 'Ill is released from the engagement with spring 42, thereby insuring movement of the sleeve 10 forwardly to release the detents 64. Release of these detents is necessary to insure that the friction surfaces of the sleeve and ring engage prior t\ engagement by said second gear, afmating friction surface in low speed operation, with synchronizing means carried directly thereon for. effecting the synchronous clutching from the second speed gear to the main transmission shaft is believed novel and provides a very economical and simple construction.

I am aware that various changes may be. made in certain of the details of the present construction, and I 'therefore do not intend to be limited except as defined by the scope and-spiritof the appended claims. l

l. In combination, a shaft having a splined portion, a gear rotatably journalled at one end of said portion, a second gear splined for axial shifting movement toward' and away from said first gear, and synchronizing means between said gears comprising a frusto-conical sleeve carried carried by said first gear, means on said rst gear adjacent the inner end of said surface forming a resilient detent tending to prevent axial separation of said sleeve and surface, and means on said second gear for positively withdrawing said lsleeve from said detent.

2. In a transmission, a main shaft, a gear freely rotatable thereon, an axially slidable splined low speed gear on the main shaft shiftable into clutching engagement with said rotatable gear, a synchronizerv sleeve carried by said splined gear, friction means on said rotatable gear 'engaged by said sleeve, inter-engaging clutch teeth between said rotatable gearand said splined gear engageable only after said synchronizer sleeve 'has had lpredetermined pressure engagementwith said friction means, and means on said rotatable gear engageable by a portion of said sleeve providing a resilient detent tendsaid first gear having internal clutch teeth, a'

hub extension xon said second gear having mating external clutch teeth, said first gear extension having an externally splined portion, a synof the clutch teeth, the detents bei-ng sufcient chronizer sleevel carried thereon, spring detent second gear to bring said sleeve and friction surfaces togetherfor bringing said gears into substantial synchronism prior to engagement of said clutch teeth and resilient means yieldably .preventing separation of said sleeve from said friction surface during declutching of said first gear.

4. In combination, a shafthaving a first gear splined thereon for vaxial movement and a second gear'rotatably journalled thereon, synchronizing means carried by said splined gear and engageable with said rotatably journalled gear to bring -the two gears to substantially the same speed of rotation, intere'ngaging clutch means on said two gears engageable subsequent to engagementv of said synchronizing means, and means providing'for limited movement of said splined gear out of clutching engagement prior to release of' said synchronizing means.

5. In combination, an axially shiftable gear having an externally splined axial extension, a synchronizer sleeve splined thereon and having an external friction surface, a second gear fixed lagainst axial movement and having a mating friction surface, resilient means carried by said second gear normally engaging said sleeve but providing limited axial movement thereof, means on said extensionA operable' to disengage said sleeve from said resilient means upon predetermined movement of said first gear axially away from said second gear, and resilient means carried by said extension normally moving said sleeve conjointly with said first gear upon axial shifting thereof toward said second gear but displaceable under predetermined pressure to allow continued axial movement of said flrstgear toward said second gear independently of said sleeve.

6. In combination, a shaft, a pair of transmission gears thereon, one of said gears being freely rotatable on said shaft but fixed in axial position and the other being splined on said shaft for axial shifting movement, interengageable clutch teeth carried by said gears radially withinI the gear tooth portions thereof, a Isynchroniser sleeve splined on said splined gear, detent means engaging said sleeve and operable under predetermined pressure to provide movement of said splined gear toward said first gear independently of movement of said sleeve and resilient detent means engaging between said sleeve and said first gear providing limiting movement of said second gear away from said first -gear prior to movement of said sleeve.

'1. A gear having an external gear tooth por- Y tion, an' internally splined hub, an laxially extending flange intermediate said hub and tooth portion and having external splines, an internal clutch tooth portion on said gear radially in-.

wardly of said flange, a synchronizer sleeve nonrotatably carried on said splined flange and axially slidable thereon, and means in said splined flange preventing axial outward movement of said sleeve therefrom beyond a predetermined released position.

8. A gear having an external gear tooth portion, an internally splined hub and axially extending flange intermediate said hub and tooth portion and having external splines, an internal clutch tooth portion on said gear radially inwardly of said flange, a synchronizer sleeve nonrotatably carried on said splined flange and axially slidable thereon, detent means carried in detent means operable to allow relative axial movement of said sleeve with respect to said second gear upon predetermined axial pressure therebetween', andresilient detent means on said first gear engageable with said sleeve upon engagement therebetween during clutching 'movement of said second gear.

10. 'I'he transmission of claim 9 further characterized in that said last-named detent means limitsv movement of said sleeve vaway.:from said first gear during initial declutching movement of said second gear.

l1. The transmission of claim 9 further char- I acterized in that said last-named detent vmeans comprises a spring ring engageable with 'said sleeve to limit movement of said sleeve away from said first gear during initial declutching A movement of said second gear and until said the flange for restraining axial movement of l said sleeve in one direction on said splines, and

means carried in said flange preventing axial sleeve is engaged by said displacement preventing` l2. 'Ihe lcombination, with a shaft having an axially fixed rotatable gear, and a splined axially shiftable gear provided with an externally splined axial extension, of synchronizing mechanism including a friction surface on said -flrst gear, a synchroniser sleeve splined for axial movement on said extension, detent means operable upon'movel ment of said sleeve into engagement with said surface limiting relative separating movement therebetween, and means on said extension engageable with said sleeve upon declutching movement 'of said shiftable gear for overcoming said detent means to withdraw said sleevevfrom said surface.

13. The combination, with a shaft having an axially fixed rotatable gear, and a splined axially shiftable gear provided with an externally splined.

axial extension, of synchronizing mechanism including a friction surface'on said first gear, a synchronizer sleeve splined for axial movement on said extension, means carried by said extension limiting axial movement of said sleeve outwardly along said extension, and radial poppet means for releasably limiting movement of said sleeve in the opposite direction relative to said extension. y

14. The combination, with a shaft having an axially fixed rotatable gear, and a splined axially shiftable gear provided with an externally spline`d axial extension, of synchronizing mechanism including a friction surface on said first gear, a synchronizer sleeve splined for axial movement on said extension,.said sleeve having an annular external groove adiacent'its forward end, resilient detent means carried by said first gear erigageable in said groove for limiting separating movement of said sleeve away from said surface, and means on said extension engaging said sleeve upon predetermined shifting ofsaid second vgear away from said first gear to lock said sleeve for conjoint movement with said extension, whereby said sleeve is withdrawn from said detent'means.

ROBERT LAPSLEY. 

